CN116792193A - Method and device for determining boost pressure, storage medium and equipment - Google Patents
Method and device for determining boost pressure, storage medium and equipment Download PDFInfo
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- CN116792193A CN116792193A CN202210949791.7A CN202210949791A CN116792193A CN 116792193 A CN116792193 A CN 116792193A CN 202210949791 A CN202210949791 A CN 202210949791A CN 116792193 A CN116792193 A CN 116792193A
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/04—Engines with prolonged expansion in main cylinders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/10—Engines with prolonged expansion in exhaust turbines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
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Abstract
The application discloses a method, a device, a storage medium and equipment for determining boost pressure, and by the technical scheme provided by the embodiment of the application, decoupling with actual exhaust back pressure and actual VGT opening degree can be realized by introducing concepts of target exhaust back pressure and target exhaust flow into boost control logic, so that overshoot of boost control caused by coupling is avoided; meanwhile, the target exhaust back pressure and the target exhaust flow are used for calculation, so that the VGT is In a relatively large-degree closed state for a long time under a dynamic working condition (Tip-In) can be effectively reduced, the exhaust back pressure is prevented from rising too fast and too high, the quick establishment of the inflation efficiency is facilitated, and the drivability of the vehicle is further improved.
Description
Technical Field
The application belongs to the technical field of vehicles, and particularly relates to a method and a device for determining boost pressure, a storage medium and equipment.
Background
With the rapid development of the automobile and internal combustion engine industries, energy demand and environmental protection problems become the problems faced by the countries in the world today, and therefore, energy conservation and emission reduction have become two major subjects of the development of the internal combustion engine industry. Currently, in order to further improve the fuel economy of the conventional gasoline engine, the Miller (Miller) cycle technology is widely used in new-generation engines by automobile manufacturers at home and abroad. The Miller circulation is early closed through the air inlet valve, so that pumping loss of medium and small loads can be effectively reduced; meanwhile, the effective compression ratio (effective compression ratio) of the engine can be reduced by utilizing the early closing of the intake valve, so that the engine using the Miller cycle can realize higher geometric compression ratio (geometric compression ratio) so as to improve the combustion efficiency of the engine.
While Miller cycle engines have high fuel economy, their dynamic performance at Low speed, high load conditions (Low End Torque) is directly dependent on turbocharger performance. In order to improve this problem, VGT (Variable Geometry Turbocharger) variable cross-section turbo-charging technology has been increasingly used in Miller (Miller) cycle gasoline engines in recent years.
Practice shows that the VGT system can cause severe change of exhaust back pressure in the dynamic supercharging process; in particular, in a Miller cycle engine, as the working condition interval of a large overlap angle is obviously increased, the calculation of residual exhaust gas is enhanced under the influence of exhaust back pressure, so that the charging efficiency is further influenced; because the actual exhaust pressure and the actual exhaust flow used in the current boost control logic are coupled, overshoot in the dynamic charging efficiency establishment process is easily caused, and the performance of the mixture is easily affected. In addition, the calculation using the actual exhaust pressure and the actual exhaust flow rate also results In a VGT In a relatively large degree of closure (near the minimum cross-sectional area) for a long period of time under dynamic conditions (Tip-In), thereby causing a more dramatic increase In exhaust backpressure; however, too fast rise of exhaust back pressure tends to result in too high partial pressure of residual exhaust gas, which is disadvantageous for rapid establishment of charging efficiency and affects drivability of the vehicle under the same rate of change of intake pressure.
Disclosure of Invention
The application discloses a method, a device, a storage medium and equipment for determining boost pressure, which can improve the drivability of a vehicle.
In one aspect, an embodiment of the present application provides a method for determining boost pressure, including:
determining a target intake air flow of an engine based on a required charge efficiency of the engine;
determining a target exhaust flow rate of the engine based on the target intake air flow rate and an air-fuel coefficient;
determining a target opening degree of a variable-section turbine of the engine based on the target exhaust flow and a reference boost pressure, wherein the reference boost pressure is the target boost pressure determined in the previous calculation process;
determining a target exhaust back pressure of the engine based on the target exhaust flow rate and the target opening degree;
a current target boost pressure of the engine is determined based on the target exhaust back pressure and the required charge efficiency.
In one possible embodiment, the determining the target intake air flow rate of the engine based on the required charge efficiency of the engine includes:
multiplying the required charge efficiency by a first conversion factor, which is related to the rotational speed of the engine, to obtain a target intake air flow of the engine.
In one possible embodiment, the determining the target exhaust flow of the engine based on the target intake air flow and an air-fuel coefficient includes:
adding the air-fuel coefficient to the first value to obtain a second conversion coefficient, wherein the air-fuel coefficient is related to the excess air coefficient and the air-fuel ratio;
and multiplying the target air inlet flow rate by the second conversion coefficient to obtain the target exhaust flow rate of the engine.
In one possible embodiment, the determining the target opening degree of the variable-section turbine of the engine based on the target exhaust gas flow rate and the reference boost pressure includes:
determining adiabatic compression work of the compressor based on the reference boost pressure, a rear end demand flow of the compressor of the engine, a front end temperature of the compressor, an efficiency of the compressor, an intake specific heat capacity of the compressor, a front pressure of the compressor, and an ideal gas adiabatic index;
determining a demanded power of a variable section turbine of the compressor based on the adiabatic compression work;
determining a target turbine expansion ratio of the variable-section turbine, which is a ratio of a rear pressure to a front pressure of the variable-section turbine, based on the target exhaust flow rate, a front end temperature of the variable-section turbine, an efficiency of the variable-section turbine, an exhaust specific heat capacity, and an exhaust ideal gas insulation index;
A target opening degree of the variable-section turbine is determined based on the target exhaust gas flow rate, the target turbine expansion ratio, an effective sectional area of the variable-section turbine, and a flow rate correction coefficient.
In one possible embodiment, the determining the target exhaust back pressure of the engine based on the target exhaust flow rate and the target opening degree includes:
and carrying the target exhaust flow and the target opening into a valve port flow equation to obtain the target exhaust back pressure.
In one possible implementation, the determining the current target boost pressure of the engine based on the target exhaust back pressure and the required charge efficiency includes:
determining a target residual exhaust gas partial pressure within a cylinder of the engine based on the target exhaust back pressure and the reference boost pressure;
and determining the target boost pressure based on the target residual exhaust gas partial pressure and an inflation partial pressure corresponding to the required inflation efficiency.
In one possible embodiment, the determining the target boost pressure based on the target residual exhaust gas partial pressure and the charge partial pressure corresponding to the required charge efficiency includes:
and bringing the target residual waste gas partial pressure and the charging partial pressure corresponding to the required charging efficiency into an ideal gas equation to obtain the target supercharging pressure.
In one possible embodiment, after the determining the current target boost pressure of the engine based on the target exhaust back pressure and the required charge efficiency, the method further includes:
and adjusting the opening degree of a variable-section turbine of the engine based on the target boost pressure and the target exhaust flow rate.
In one aspect, an embodiment of the present application provides a device for determining boost pressure, where the method includes:
a target intake air amount determining module for determining a target intake air flow amount of an engine based on a required charge efficiency of the engine;
a target exhaust flow rate determination module that determines a target exhaust flow rate of the engine based on the target intake flow rate and an air-fuel coefficient;
the target opening determining module is used for determining the target opening of the variable-section turbine of the engine based on the target exhaust flow and a reference supercharging pressure, wherein the reference supercharging pressure is the target supercharging pressure determined in the previous calculation process;
a target exhaust back pressure determination module for determining a target exhaust back pressure of the engine based on the target exhaust flow rate and the target opening degree;
And the target boost pressure determining module is used for determining the current target boost pressure of the engine based on the target exhaust back pressure and the required charging efficiency.
In one possible embodiment, the target intake air amount determination module is configured to multiply the required charge efficiency by a first conversion coefficient, where the first conversion coefficient is related to a rotational speed of the engine, to obtain the target intake air flow of the engine.
In one possible embodiment, the target exhaust flow determination module is configured to add the air-fuel coefficient to a first value to obtain a second conversion coefficient, where the air-fuel coefficient is related to an excess air coefficient and an air-fuel ratio; and multiplying the target air inlet flow rate by the second conversion coefficient to obtain the target exhaust flow rate of the engine.
In one possible embodiment, the target opening determining module is configured to determine adiabatic compression work of the compressor based on the reference boost pressure, a rear end required flow rate of the compressor of the engine, a front end temperature of the compressor, an efficiency of the compressor, an intake specific heat capacity of the compressor, a front pressure of the compressor, and an ideal gas adiabatic index; determining a demanded power of a variable section turbine of the compressor based on the adiabatic compression work; determining a target turbine expansion ratio of the variable-section turbine, which is a ratio of a rear pressure to a front pressure of the variable-section turbine, based on the target exhaust flow rate, a front end temperature of the variable-section turbine, an efficiency of the variable-section turbine, an exhaust specific heat capacity, and an exhaust ideal gas insulation index; a target opening degree of the variable-section turbine is determined based on the target exhaust gas flow rate, the target turbine expansion ratio, an effective sectional area of the variable-section turbine, and a flow rate correction coefficient.
In one possible implementation, the target exhaust back pressure determining module is configured to bring the target exhaust flow rate and the target opening into a valve port flow equation to obtain the target exhaust back pressure.
In one possible embodiment, the target boost pressure determination module is configured to determine a target residual exhaust gas partial pressure within a cylinder of the engine based on the target exhaust back pressure and the reference boost pressure; and determining the target boost pressure based on the target residual exhaust gas partial pressure and an inflation partial pressure corresponding to the required inflation efficiency.
In one possible implementation manner, the target boost pressure determining module is configured to bring the target residual exhaust gas partial pressure and the inflation partial pressure corresponding to the required inflation efficiency into an ideal gas equation to obtain the target boost pressure.
In one possible embodiment, the apparatus further comprises:
and an adjustment module for adjusting the opening degree of a variable-section turbine of the engine based on the target boost pressure and the target exhaust flow rate.
In one aspect, an electronic device is provided, the electronic device comprising:
at least one processor and a memory communicatively coupled to the at least one processor; wherein the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of determining boost pressure.
In one aspect, a non-transitory computer readable storage medium stores computer instructions for causing the computer to perform the foregoing method of determining boost pressure.
In one aspect, embodiments of the present application also provide a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, cause the computer to perform the aforementioned method of determining boost pressure.
According to the technical scheme provided by the embodiment of the application, the decoupling with the actual exhaust back pressure and the actual VGT opening degree can be realized by introducing the concepts of the target exhaust back pressure and the target exhaust flow into the supercharging control logic, so that the supercharging control overshoot caused by coupling is avoided; meanwhile, the target exhaust back pressure and the target exhaust flow are used for calculation, so that the VGT is In a relatively large-degree closed state for a long time under a dynamic working condition (Tip-In) can be effectively reduced, the exhaust back pressure is prevented from rising too fast and too high, the quick establishment of the inflation efficiency is facilitated, and the drivability of the vehicle is further improved.
Drawings
In order to more clearly illustrate the technical solution of the present application, the technical effects, technical features and objects of the present application will be further understood, and the present application will be described in detail below with reference to the accompanying drawings, which form a necessary part of the specification, and together with the embodiments of the present application serve to illustrate the technical solution of the present application, but not to limit the present application.
FIG. 1 is a schematic diagram of an implementation environment provided by an embodiment of the present application;
FIG. 2 is a flow chart of a method for determining boost pressure according to an embodiment of the present application;
FIG. 3 is a flow chart of another method for determining boost pressure according to an embodiment of the present application;
FIG. 4 is a flow chart of yet another method for determining boost pressure provided by an embodiment of the present application;
fig. 5 is a schematic structural diagram of a device for determining boost pressure according to an embodiment of the present application;
fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
Other advantages and effects of the present application will become apparent to those skilled in the art from the following disclosure of the present application, which is to be read in light of the specific examples. It will be apparent that the described embodiments are only some, but not all, embodiments of the application. The application may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present application. It should be noted that the following embodiments and features in the embodiments may be combined with each other without conflict. All other embodiments, which can be made by a person of ordinary skill in the art without making any inventive effort, are intended to be within the scope of the present application, based on the embodiments of the present application.
It is noted that various aspects of the embodiments are described below within the scope of the following claims. It should be apparent that the aspects described herein may be embodied in a wide variety of forms and that any specific structure and/or function described herein is merely illustrative. Based on the present disclosure, one skilled in the art will appreciate that one aspect described herein may be implemented independently of any other aspect, and that two or more of these aspects may be combined in various ways. For example, an apparatus may be implemented and/or a method practiced using any number of the aspects set forth herein.
It should also be noted that the illustrations provided in the following embodiments merely illustrate the basic concept of the present application by way of illustration, and only the components related to the present application are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of the components in actual implementation may be arbitrarily changed, and the layout of the components may be more complicated.
In addition, in the following description, specific details are provided in order to provide a thorough understanding of the examples. However, it will be understood by those skilled in the art that the aspects may be practiced without these specific details.
Fig. 1 is a schematic view of an implementation environment of a method for determining boost pressure according to an embodiment of the present application, and referring to fig. 1, the implementation environment includes an in-vehicle terminal 110 and an engine controller 140.
The in-vehicle terminal 110 is connected to the engine controller 140 through a wireless network, and a target application program is running on the in-vehicle terminal 110, and the target application program can control the engine controller 140, and is a control application program of the hybrid electric vehicle. In some embodiments, the in-vehicle terminal 110 is connected to the engine controller 140 by a wired or wireless connection.
The engine controller 140 is used to control the engine, such as to control engine start, stop, adjust engine throttle, and change engine speed.
After the implementation environment of the embodiment of the present application is introduced, the application scenario of the embodiment of the present application is described below.
The method for determining the supercharging pressure can be applied to the scene of determining the target supercharging pressure of the engines of various vehicles.
After describing the implementation environment and the application scenario of the embodiment of the present application, the method for determining the boost pressure provided by the embodiment of the present application is described below, referring to fig. 2, taking the execution main body as an electronic device as an example, where the method includes:
201. The vehicle-mounted terminal determines a target intake air flow of the engine based on a required charge efficiency of the engine.
The charging efficiency (Volumetric Efficiency) is the ratio of the mass of air taken in by each intake stroke to the mass of dry air occupying the cylinder piston stroke volume in a standard state (1 atmosphere, 20 ℃ C., density: 1.187kg/m 2). When the atmospheric pressure is high, the temperature is low, and the density is high, the air charging efficiency of the engine is also improved. The charge efficiency is the ratio of the fresh charge actually entering the cylinder to the fresh charge filling the working volume of the cylinder in the intake state. Also known as the impulse coefficient of the engine.
202. The in-vehicle terminal determines a target exhaust flow rate of the engine based on the target intake flow rate and the air-fuel coefficient.
Wherein the air-fuel ratio is related to the excess air ratio, which is the ratio of the mass of air actually supplied to burn one kilogram of fuel to the theoretical mass of air required to completely burn one kilogram of fuel, and the air-fuel ratio. The air-fuel ratio is the ratio of the mass of air to fuel in the mixture. Typically expressed in grams of air consumed per gram of fuel burned.
203. And the vehicle-mounted terminal determines the target opening of the variable-section turbine of the engine based on the target exhaust flow and the reference boost pressure, wherein the reference boost pressure is the target boost pressure determined in the previous calculation flow.
Wherein the variable-section turbine is an apparatus for turbocharging, and the gasoline engine of the variable-section turbocharger. The heart of the turbocharger system is a guide vane of adjustable swirl cross section. The guide vanes can be closed under the working conditions of low rotation speed and low exhaust gas quantity, so that the air inlet pressure of the engine is increased.
204. The in-vehicle terminal determines a target exhaust back pressure of the engine based on the target exhaust flow rate and the target opening degree.
Wherein, exhaust back pressure refers to resistance pressure of engine exhaust. When the exhaust back pressure increases, the engine exhaust is not smooth, thereby affecting the engine dynamics. Exhaust back pressure has a very large impact on the overall performance of the engine. In general, an increase in exhaust back pressure directly leads to an increase in fuel consumption rate of the engine, and engine economical performance is deteriorated, and at the same time, engine dynamic property is also deteriorated, and exhaust emission quality is also deteriorated due to insufficient in-cylinder combustion.
205. The vehicle terminal determines a current target boost pressure of the engine based on the target exhaust back pressure and the required charge efficiency.
Wherein the target boost pressure is used to control the opening of the variable-section turbine of the engine.
According to the technical scheme provided by the embodiment of the application, the decoupling with the actual exhaust back pressure and the actual VGT opening degree can be realized by introducing the concepts of the target exhaust back pressure and the target exhaust flow into the supercharging control logic, so that the supercharging control overshoot caused by coupling is avoided; meanwhile, the target exhaust back pressure and the target exhaust flow are used for calculation, so that the VGT is In a relatively large-degree closed state for a long time under a dynamic working condition (Tip-In) can be effectively reduced, the exhaust back pressure is prevented from rising too fast and too high, the quick establishment of the inflation efficiency is facilitated, and the drivability of the vehicle is further improved.
The foregoing steps 201 to 205 are a simple description of the method for determining the boost pressure provided in the embodiment of the present application, and the following will describe in detail the method for determining the boost pressure provided in the embodiment of the present application with reference to fig. 3, where the method includes:
301. the vehicle-mounted terminal determines a target intake air flow of the engine based on a required charge efficiency of the engine.
The charging efficiency (Volumetric Efficiency) is the ratio of the mass of air taken in by each intake stroke to the mass of dry air occupying the cylinder piston stroke volume in a standard state (1 atmosphere, 30 ℃ C., density: 1.187kg/m 2). When the atmospheric pressure is high, the temperature is low, and the density is high, the air charging efficiency of the engine is also improved. The charge efficiency is the ratio of the fresh charge actually entering the cylinder to the fresh charge filling the working volume of the cylinder in the intake state. Also known as the impulse coefficient of the engine.
In one possible embodiment, the vehicle-mounted terminal multiplies the required charge efficiency by a first conversion coefficient, which is associated with the rotational speed of the engine, to obtain the target intake air flow rate of the engine.
For example, the vehicle-mounted terminal multiplies the required charging efficiency by the first conversion coefficient by the following formula (1) to obtain the target intake air flow rate of the engine.
Wherein,,for the target intake air flow rate, rl des To demand the inflation efficiency, +.>Is the first conversion coefficient, and the first conversion coefficient and the rotating speed n Eng And related inflation efficiency.
302. The in-vehicle terminal determines a target exhaust flow rate of the engine based on the target intake flow rate and the air-fuel coefficient.
Wherein the air-fuel ratio is related to the excess air ratio, which is the ratio of the mass of air actually supplied to burn one kilogram of fuel to the theoretical mass of air required to completely burn one kilogram of fuel, and the air-fuel ratio. The air-fuel ratio is the ratio of the mass of air to fuel in the mixture. Typically expressed in grams of air consumed per gram of fuel burned.
In one possible embodiment, the in-vehicle terminal adds the air-fuel ratio to the first value to obtain a second conversion ratio, the air-fuel ratio being related to the excess air ratio and the air-fuel ratio. And the vehicle-mounted terminal multiplies the target air inlet flow by the second conversion coefficient to obtain the target exhaust flow of the engine.
For example, the in-vehicle terminal obtains the target exhaust flow rate of the engine by the following formula (2).
Wherein,,for the target exhaust flow, k air/fuel Is the air fuel factor, the magnitude of which is directly related to the excess air factor and the air-fuel ratio.
303. And the vehicle-mounted terminal determines the target opening of the variable-section turbine of the engine based on the target exhaust flow and the reference boost pressure, wherein the reference boost pressure is the target boost pressure determined in the previous calculation flow.
Wherein the variable-section turbine is an apparatus for turbocharging, and the gasoline engine of the variable-section turbocharger. The heart of the turbocharger system is a guide vane of adjustable swirl cross section. The guide vanes can be closed under the working conditions of low rotation speed and low exhaust gas quantity, so that the air inlet pressure of the engine is increased.
In one possible embodiment, the on-board terminal determines adiabatic compression work of the compressor based on the reference boost pressure, a rear end demand flow of a compressor of the engine, a front end temperature of the compressor, an efficiency of the compressor, an intake specific heat capacity of the compressor, a front pressure of the compressor, and an ideal gas adiabatic index. The on-board terminal determines a required power of the variable-section turbine of the compressor based on the adiabatic compression work. The in-vehicle terminal determines a target turbine expansion ratio of the variable-section turbine, which is a ratio of a back pressure to a front pressure of the variable-section turbine, based on the target exhaust flow rate, a front end temperature of the variable-section turbine, an efficiency of the variable-section turbine, an exhaust specific heat capacity, and an exhaust ideal gas insulation index. The in-vehicle terminal determines a target opening degree of the variable-section turbine based on the target exhaust gas flow rate, the target turbine expansion ratio, the effective sectional area of the variable-section turbine, and a flow rate correction coefficient.
In order to more clearly describe the above embodiments, the above embodiments will be described below in sections.
The first part and the vehicle-mounted terminal determine adiabatic compression work of the compressor based on the reference boost pressure, rear end required flow of the compressor of the engine, front end temperature of the compressor, efficiency of the compressor, intake specific heat capacity of the compressor, front pressure of the compressor and ideal gas adiabatic index.
In one possible embodiment, the in-vehicle terminal determines the adiabatic compression work of the compressor by the following formula (3).
Wherein,,for adiabatic compression work>A back-end demand flow for a compressor of the engine, the back-end demand flow determined based on demand charge efficiency, T 1 Is the front end temperature of the compressor, eta cmpr Is the efficiency of the compressor; c p，cmpr Is the specific heat capacity of air intake>To reference boost pressure, p 1 K is the ideal gas insulation index of the inlet air, which is the front pressure of the compressor.
The second part, the vehicle terminal, determines the required power of the variable section turbine of the compressor based on the adiabatic compression work.
In one possible implementation, if the influence of friction is not considered, the turbine expansion and the compressor compression process of the turbine and the compressor on the same shaft satisfy the energy balance principle, and the required power of the turbine end can be obtained. For example, the in-vehicle terminal determines the required power of the variable-section turbine by the following equation (4).
Wherein,,is the required power for the variable area turbine.
And a third section for determining a target turbine expansion ratio of the variable-section turbine based on the target exhaust gas flow rate, the front end temperature of the variable-section turbine, the efficiency of the variable-section turbine, the specific heat capacity of the exhaust gas, and the ideal gas adiabatic index of the exhaust gas.
In one possible embodiment, the in-vehicle terminal determines the target turbine expansion ratio of the variable-section turbine by the following equation (5).
Wherein T is 3 For variable-section turbine (turbine) front-end temperature, eta trb C is the efficiency of the variable section turbine p，exh For the specific heat capacity of the exhaust gas,for a target turboexpansion ratio, p 4 For turbine post pressure, p 3 For turbine front pressure, i.e. exhaust back pressure, κ exh Ideal gas insulation index for exhaust.
And a fourth section for determining a target opening degree of the variable-section turbine based on the target exhaust gas flow rate, the target turbine expansion ratio, the effective sectional area of the variable-section turbine, and a flow rate correction coefficient.
In one possible implementation, the target turbine end expansion ratio is obtained to calculate the effective cross-sectional area requirement of the turbine end and the corresponding target opening of the VGT nozzle ring, and the principle is that the effective cross-sectional area (Throttle Equation) of the turbine equivalent is obtained according to Bernoulli equation and turbine adiabatic expansion theory. For example, the in-vehicle terminal determines the target turbine expansion ratio of the variable-section turbine by the following equation (6).
Wherein A is vgt Is the effective cross-sectional area of the turbine end, pos vgt Target opening degree of variable-section turbine, i.e. target opening degree of VGT nozzle ring, ψ trb Is a flow correction factor based on the pressure ratio.
304. The in-vehicle terminal determines a target exhaust back pressure of the engine based on the target exhaust flow rate and the target opening degree.
Wherein, exhaust back pressure refers to resistance pressure of engine exhaust. When the exhaust back pressure increases, the engine exhaust is not smooth, thereby affecting the engine dynamics. Exhaust back pressure has a very large impact on the overall performance of the engine. In general, an increase in exhaust back pressure directly leads to an increase in fuel consumption rate of the engine, and engine economical performance is deteriorated, and at the same time, engine dynamic property is also deteriorated, and exhaust emission quality is also deteriorated due to insufficient in-cylinder combustion.
In one possible implementation, the vehicle terminal brings the target exhaust flow rate and the target opening into a valve port flow equation to obtain the target exhaust back pressure. In some embodiments, the valve port flow equation is equation (6) above.
305. The vehicle terminal determines a current target boost pressure of the engine based on the target exhaust back pressure and the required charge efficiency.
In one possible embodiment, the vehicle terminal determines a target residual exhaust gas partial pressure within a cylinder of the engine based on the target exhaust back pressure and the reference boost pressure. The vehicle-mounted terminal determines the target boost pressure based on the target residual exhaust gas partial pressure and an inflation partial pressure corresponding to the required inflation efficiency.
In order to more clearly describe the above embodiments, the above embodiments will be described below in sections.
The first portion, the on-board terminal, determines a target residual exhaust partial pressure within a cylinder of the engine based on the target exhaust back pressure and the reference boost pressure.
In one possible implementation, the updated target boost pressure is calculated based on the target exhaust back pressure and the desired intake air efficiency (current calculation schedule). The specific calculation process is that the partial pressure of residual exhaust gas in the cylinder is firstly calculated based on the target exhaust back pressure and the target boost pressure obtained in the previous calculation process (note: in the process, the throttle valve is assumed to be fully opened, so the manifold pressure is equal to the target boost pressure). For example, the in-vehicle terminal determines the target residual exhaust gas partial pressure in the cylinder of the engine by the following formula (7).
Wherein,, For the target partial pressure of residual exhaust gas,/->Is a target in-cylinder residual exhaust gas relative charge, which is related to a target VVT position, a target exhaust back pressure, and a target boost pressure, +.>Is the target in-cylinder residual exhaust gas temperature, which is also related to the target VVT position, the target exhaust back pressure, and the target boost pressure, fac chrg Is a target charge slope, which is related to the intake VVT closing time and the intake temperature, t IntkAir For the intake temperature>Is the target exhaust backpressure.
And the second part and the vehicle-mounted terminal determine the target boost pressure based on the target residual exhaust gas partial pressure and the charging partial pressure corresponding to the required charging efficiency.
In one possible implementation, after the target residual exhaust gas partial pressure in the cylinder is obtained, that is, the gas in the cylinder can be used as a target, and based on an ideal gas equation, a new target boost pressure is calculated according to the target residual exhaust gas partial pressure and the charge partial pressure corresponding to the current required intake efficiency. That is, the vehicle terminal brings the target residual exhaust partial pressure and the inflation partial pressure corresponding to the required inflation efficiency into an ideal gas equation to obtain the target boost pressure.
For example, the in-vehicle terminal determines the target boost pressure by the following equation (8).
306. The in-vehicle terminal adjusts the opening degree of the variable-section turbine of the engine based on the target boost pressure and the target exhaust flow rate.
In one possible embodiment, the vehicle-mounted terminal uses the target boost pressure and the target exhaust gas flow rate to control the opening degree of the variable-section turbine using a pre-control opening degree in combination with a PID method.
Referring to fig. 4, after determining the target boost pressure and the target exhaust flow rate based on the required charge efficiency, the vehicle-mounted terminal performs boost control pre-control using the target boost pressure and the target exhaust flow rate, and performs boost control PID correction (proportional-integral-derivative control) using the target boost pressure, wherein the target boost pressure is determined based on the required amount corresponding to the charge efficiency, and the process of determining the target boost pressure and the target exhaust flow rate uses the target exhaust back pressure. The vehicle-mounted terminal determines the VGT pre-control opening based on the boost control pre-control, corrects the VGT target opening based on the boost control PID correction, and determines the VGT duty ratio by combining the two modes so as to control the opening of the VGT. In the control process, the actual opening of the VGT is acquired in real time, and is used for adjustment.
Compared with the existing boost control logic, the technical scheme provided by the embodiment of the application introduces the calculation of the target exhaust flow and the target exhaust back pressure based on the required charging efficiency. In the optimized boost control logic, the calculation of the target boost pressure is no longer based on the actual exhaust back pressure, but rather on the target exhaust back pressure. Meanwhile, in the boost control pre-control logic, the target exhaust flow also replaces the actual exhaust flow. The target boost pressure and target exhaust flow obtained by the method are further applied to the existing boost control pre-control and boost control PID correction logic. By introducing the concepts of target exhaust back pressure and target exhaust flow into the control logic, decoupling from the actual exhaust back pressure and actual VGT opening is achieved.
By introducing concepts of target exhaust back pressure and target exhaust flow into the supercharging control logic, decoupling with actual exhaust back pressure and actual VGT opening degree can be realized, and supercharging control overshoot caused by coupling is avoided; meanwhile, the target exhaust back pressure and the target exhaust flow are used for calculation, so that the VGT is In a relatively large-degree closed state for a long time under a dynamic working condition (Tip-In) can be effectively reduced, the exhaust back pressure is prevented from rising too fast and too high, the quick establishment of the inflation efficiency is facilitated, and the drivability of a vehicle is further improved; in addition, because the control method is based on the optimization of the existing boost control logic, the extra calibration workload can be greatly reduced by multiplexing the existing calibration data of the system.
Corresponding to the above method embodiment, referring to fig. 5, an embodiment of the present application further provides a boost pressure determining device 500, including: a target intake air amount determination module 501, a target exhaust flow determination module 502, a target opening determination module 503, a target exhaust back pressure determination module 504, and a target boost pressure determination module 505.
The target intake air amount determination module 501 is configured to determine a target intake air flow amount of an engine based on a desired charge efficiency of the engine.
A target exhaust flow determination module 502 is configured to determine a target exhaust flow of the engine based on the target intake air flow and an air-fuel ratio.
The target opening determining module 503 is configured to determine a target opening of the variable-section turbine of the engine based on the target exhaust gas flow rate and a reference boost pressure, where the reference boost pressure is the target boost pressure determined in the previous calculation process.
A target exhaust back pressure determination module 504 is configured to determine a target exhaust back pressure of the engine based on the target exhaust flow rate and the target opening.
A target boost pressure determination module 505 for determining a current target boost pressure for the engine based on the target exhaust back pressure and the desired charge efficiency.
In one possible implementation, the target intake air amount determination module 501 is configured to multiply the required charge efficiency by a first conversion coefficient to obtain a target intake air flow of the engine, where the first conversion coefficient is related to a rotational speed of the engine.
In one possible implementation, the target exhaust flow determination module 502 is configured to add the air-fuel ratio to the first value to obtain a second conversion factor, where the air-fuel ratio is related to the excess air ratio and the air-fuel ratio. And multiplying the target intake air flow rate by the second conversion coefficient to obtain the target exhaust gas flow rate of the engine.
In one possible implementation, the target opening determination module 503 is configured to determine adiabatic compression work of the compressor based on the reference boost pressure, a back end required flow rate of the compressor of the engine, a front end temperature of the compressor, an efficiency of the compressor, an intake specific heat capacity of the compressor, a front pressure of the compressor, and an ideal gas adiabatic index. The demanded power of the variable section turbine of the compressor is determined based on the adiabatic compression work. A target turbine expansion ratio of the variable-section turbine, which is a ratio of a back pressure to a front pressure of the variable-section turbine, is determined based on the target exhaust flow rate, a front end temperature of the variable-section turbine, an efficiency of the variable-section turbine, an exhaust specific heat capacity, and an exhaust ideal gas adiabatic index. A target opening degree of the variable-section turbine is determined based on the target exhaust gas flow rate, the target turbine expansion ratio, the effective sectional area of the variable-section turbine, and a flow rate correction coefficient.
In one possible implementation, the target exhaust back pressure determination module 504 is configured to bring the target exhaust flow rate and the target opening into a valve port flow equation to obtain the target exhaust back pressure.
In one possible implementation, the target boost pressure determination module 505 is configured to determine a target residual exhaust gas partial pressure within a cylinder of the engine based on the target exhaust back pressure and the reference boost pressure. The target boost pressure is determined based on the target residual exhaust partial pressure and a corresponding charge partial pressure for the desired charge efficiency.
In one possible implementation, the target boost pressure determining module 505 is configured to bring the target residual exhaust partial pressure and the corresponding partial pressure of the charge for the required charge efficiency into an ideal gas equation to obtain the target boost pressure.
In one possible embodiment, the apparatus further comprises:
an adjustment module adjusts an opening of a variable-section turbine of the engine based on the target boost pressure and the target exhaust flow rate.
By introducing concepts of target exhaust back pressure and target exhaust flow into the supercharging control logic, decoupling with actual exhaust back pressure and actual VGT opening degree can be realized, and supercharging control overshoot caused by coupling is avoided; meanwhile, the target exhaust back pressure and the target exhaust flow are used for calculation, so that the VGT is In a relatively large-degree closed state for a long time under a dynamic working condition (Tip-In) can be effectively reduced, the exhaust back pressure is prevented from rising too fast and too high, the quick establishment of the inflation efficiency is facilitated, and the drivability of a vehicle is further improved; in addition, because the control method is based on the optimization of the existing boost control logic, the extra calibration workload can be greatly reduced by multiplexing the existing calibration data of the system.
Referring to fig. 6, an embodiment of the present application further provides an electronic device 600, including:
at least one processor; the method comprises the steps of,
a memory communicatively coupled to the at least one processor; wherein,,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of determining boost pressure in the foregoing method embodiments.
Embodiments of the present application also provide a non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the method of determining boost pressure in the foregoing method embodiments.
The present application also provides a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, cause the computer to perform the method of determining boost pressure in the foregoing method embodiments.
Referring now to fig. 6, a schematic diagram of an electronic device 600 suitable for use in implementing embodiments of the present application is shown. The electronic device 600 in an embodiment of the present application may include, but is not limited to, mobile electronic devices such as notebook computers, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), etc., and stationary electronic devices such as digital TVs, desktop computers, etc. The electronic device 600 shown in fig. 6 is merely an example, and should not be construed as limiting the functionality and scope of use of embodiments of the present application.
As shown in fig. 6, the electronic device 600 may include a processing means (e.g., a central processing unit, a graphics processor, etc.) 601, which may perform various appropriate actions and processes according to a program stored in a Read Only Memory (ROM) 602 or a program loaded from a storage means 608 into a Random Access Memory (RAM) 603. In the RAM 603, various programs and data required for the operation of the electronic apparatus 600 are also stored. The processing device 601, the ROM 602, and the RAM 603 are connected to each other through a bus 604. An input/output (I/O) interface 605 is also connected to bus 604.
In general, the following devices may be connected to the I/O interface 605: input devices 606 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; an output device 607 including, for example, a Liquid Crystal Display (LCD), a speaker, a vibrator, and the like; storage 608 including, for example, magnetic tape, hard disk, etc.; and a communication device 609. The communication means 609 may allow the electronic device 600 to communicate with other devices wirelessly or by wire to exchange data. While an electronic device 600 having various means is shown, it is to be understood that not all of the illustrated means are required to be implemented or provided. More or fewer devices may be implemented or provided instead.
In particular, according to embodiments of the present disclosure, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments of the present disclosure include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising program code for performing the method shown in the flowcharts. In such an embodiment, the computer program may be downloaded and installed from a network via communication means 609, or from storage means 608, or from ROM 602. The above-described functions defined in the method of the embodiment of the present application are performed when the computer program is executed by the processing means 601.
It should be noted that the computer readable medium described in the present disclosure may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this disclosure, a computer-readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In the present disclosure, however, the computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, with the computer-readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: electrical wires, fiber optic cables, RF (radio frequency), and the like, or any suitable combination of the foregoing.
The computer readable medium may be contained in the electronic device; or may exist alone without being incorporated into the electronic device.
The computer readable medium carries one or more programs which, when executed by the electronic device, cause the electronic device to: acquiring at least two internet protocol addresses; sending a node evaluation request comprising the at least two internet protocol addresses to node evaluation equipment, wherein the node evaluation equipment selects an internet protocol address from the at least two internet protocol addresses and returns the internet protocol address; receiving an Internet protocol address returned by the node evaluation equipment; wherein the acquired internet protocol address indicates an edge node in the content distribution network.
Alternatively, the computer-readable medium carries one or more programs that, when executed by the electronic device, cause the electronic device to: receiving a node evaluation request comprising at least two internet protocol addresses; selecting an internet protocol address from the at least two internet protocol addresses; returning the selected internet protocol address; wherein the received internet protocol address indicates an edge node in the content distribution network.
Computer program code for carrying out operations of the present disclosure may be written in one or more programming languages, including an object oriented programming language such as Java, smalltalk, C ++ and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computer (for example, through the Internet using an Internet service provider).
The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The units involved in the embodiments of the present application may be implemented in software or in hardware. The name of the unit does not in any way constitute a limitation of the unit itself, for example the first acquisition unit may also be described as "unit acquiring at least two internet protocol addresses".
Claims (11)
1. A method of determining boost pressure, comprising:
determining a target intake air flow of an engine based on a required charge efficiency of the engine;
determining a target exhaust flow rate of the engine based on the target intake air flow rate and an air-fuel coefficient;
determining a target opening degree of a variable-section turbine of the engine based on the target exhaust flow and a reference boost pressure, wherein the reference boost pressure is the target boost pressure determined in the previous calculation process;
determining a target exhaust back pressure of the engine based on the target exhaust flow rate and the target opening degree;
a current target boost pressure of the engine is determined based on the target exhaust back pressure and the required charge efficiency.
2. The method of determining boost pressure according to claim 1, wherein the determining a target intake air flow rate of the engine based on a required charge efficiency of the engine includes:
Multiplying the required charge efficiency by a first conversion factor, which is related to the rotational speed of the engine, to obtain a target intake air flow of the engine.
3. The method of determining boost pressure according to claim 1, wherein the determining a target exhaust flow rate of the engine based on the target intake air flow rate and an air-fuel coefficient includes:
adding the air-fuel coefficient to the first value to obtain a second conversion coefficient, wherein the air-fuel coefficient is related to the excess air coefficient and the air-fuel ratio;
and multiplying the target air inlet flow rate by the second conversion coefficient to obtain the target exhaust flow rate of the engine.
4. The method of determining a boost pressure according to claim 1, wherein the determining a target opening degree of a variable-section turbine of the engine based on the target exhaust gas flow rate and a reference boost pressure includes:
determining adiabatic compression work of the compressor based on the reference boost pressure, a rear end demand flow of the compressor of the engine, a front end temperature of the compressor, an efficiency of the compressor, an intake specific heat capacity of the compressor, a front pressure of the compressor, and an ideal gas adiabatic index;
Determining a demanded power of a variable section turbine of the compressor based on the adiabatic compression work;
determining a target turbine expansion ratio of the variable-section turbine, which is a ratio of a rear pressure to a front pressure of the variable-section turbine, based on the target exhaust flow rate, a front end temperature of the variable-section turbine, an efficiency of the variable-section turbine, an exhaust specific heat capacity, and an exhaust ideal gas insulation index;
a target opening degree of the variable-section turbine is determined based on the target exhaust gas flow rate, the target turbine expansion ratio, an effective sectional area of the variable-section turbine, and a flow rate correction coefficient.
5. The method of determining a boost pressure according to claim 1, wherein the determining a target exhaust back pressure of the engine based on the target exhaust flow rate and the target opening degree includes:
and carrying the target exhaust flow and the target opening into a valve port flow equation to obtain the target exhaust back pressure.
6. The method of determining boost pressure of claim 1, wherein said determining a current target boost pressure of said engine based on said target exhaust back pressure and said required charge efficiency includes:
Determining a target residual exhaust gas partial pressure within a cylinder of the engine based on the target exhaust back pressure and the reference boost pressure;
and determining the target boost pressure based on the target residual exhaust gas partial pressure and an inflation partial pressure corresponding to the required inflation efficiency.
7. The method of determining boost pressure of claim 6, wherein said determining said target boost pressure based on said target residual exhaust partial pressure and a corresponding charge partial pressure for said desired charge efficiency includes:
and bringing the target residual waste gas partial pressure and the charging partial pressure corresponding to the required charging efficiency into an ideal gas equation to obtain the target supercharging pressure.
8. The method of determining boost pressure of claim 1, wherein after said determining a current target boost pressure of said engine based on said target exhaust back pressure and said required charge efficiency, said method further comprises:
and adjusting the opening degree of a variable-section turbine of the engine based on the target boost pressure and the target exhaust flow rate.
9. A boost pressure determination device, comprising:
a target intake air amount determining module for determining a target intake air flow amount of an engine based on a required charge efficiency of the engine;
A target exhaust flow rate determination module that determines a target exhaust flow rate of the engine based on the target intake flow rate and an air-fuel coefficient;
the target opening determining module is used for determining the target opening of the variable-section turbine of the engine based on the target exhaust flow and a reference supercharging pressure, wherein the reference supercharging pressure is the target supercharging pressure determined in the previous calculation process;
a target exhaust back pressure determination module for determining a target exhaust back pressure of the engine based on the target exhaust flow rate and the target opening degree;
and the target boost pressure determining module is used for determining the current target boost pressure of the engine based on the target exhaust back pressure and the required charging efficiency.
10. An electronic device, the electronic device comprising:
at least one processor; the method comprises the steps of,
a memory communicatively coupled to the at least one processor; wherein,,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of determining boost pressure of any one of the preceding claims 1-8.
11. A non-transitory computer readable storage medium storing computer instructions for causing the computer to perform the method of determining boost pressure of any one of the preceding claims 1-8.
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| CN202210949791.7A CN116792193A (en) | 2022-08-09 | 2022-08-09 | Method and device for determining boost pressure, storage medium and equipment |
| PCT/CN2023/109727 WO2024032385A1 (en) | 2022-08-09 | 2023-07-28 | Boost pressure determination method and apparatus, storage medium and device |
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| CN202210949791.7A CN116792193A (en) | 2022-08-09 | 2022-08-09 | Method and device for determining boost pressure, storage medium and equipment |
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| JP2000110574A (en) * | 1998-09-30 | 2000-04-18 | Mazda Motor Corp | Control device of engine with turbo supercharger |
| JP4378700B2 (en) * | 2005-03-02 | 2009-12-09 | 株式会社デンソー | Control device for an internal combustion engine with a supercharger |
| KR101694034B1 (en) * | 2015-07-14 | 2017-01-09 | 현대자동차주식회사 | System and method for controlling variable turbocharger |
| CN111287856A (en) * | 2020-02-22 | 2020-06-16 | 东风汽车集团有限公司 | Method for determining target intake pressure of exhaust gas turbocharged engine, control method, and storage medium |
| CN114810337B (en) * | 2022-04-12 | 2023-04-18 | 潍柴动力股份有限公司 | Control method of supercharger and related device |
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